Train-controlling mechanism



Dec. 19, 1922.

C. H. QUARLES, Tm 1 N CONTROLLING MECHANISM FILED FEB- 3. I920.

2 SHEETS-SHEET 1 Dec. 19, 1922-. 1,439,482 C. H- QUARLES.

' TRAIN CONTROLLING Mecmm su.

FILED Fee, 3. I920. ZSHEETS'SHEET 2 patented ljee. 19, 1922.

UNITED STATES PATENT OFFICE.

CHARLES H. QUARLES, 0F CHARLOTTESVILLE, VIRGINIA, .ASSIGNOR TO AMERICAN AUTOMATIC TRAIN CONTROL CORPORATION, Oh BALTIMORE, MARYLAND, A COR- PORATION OI MARYLAND.

TRAIN-CONTROLLING MECHANISM.

Application filed February 3, 1920. SerialNo. 355,971.

To aZZ whom it may concern.

Be it known that CHARLES H. (Quarries, a citizen of the United States, residing at Charlottesville, in the county of Albemarle and State of Virginia, has invented certain new and useful Improvements in Trainlontrolling Mechanism, of which the fol.- lowing is a specification.

This invention relates to an improved valve device for use in conjunction with electro-pneumatic train-controlling mechanism.

In train-controlling mechanisms wherein the operation of the air-brake is a feature, suitable devices are employed to effect an automatic venting of the train-line of the air-brake system, whenthe conditions on the road are such as to make it desirable to ettect an automatic stoppage oi the train.

The automatic venting of the train line oi? the air-brake system, as heretofore practiced in train-controlling mechanisms, either completely exhausts practically all pressure in the train-line, or so reduces the train-line pressure that a considerable loss of time ensues before the train can proceed after getting an automatic stop application of the brakes, because the brakes cannot be released until the pressure in the train-line has been restored sufliciently to effect such release of the brakes.

lvloreover, it the train proceeds imme diately upon the release. of the brakes and before the pressures in the train'line and otl'ler parts of the air-brake system are sui ilu-ieutly rochargrul, then there liability of? the system lacking sulticient pressure to e i?- l'cr ivel'y apply the brakes in case another emergency should arise before the air system is restored to normal.

These difliculties are due to the factthat the automatic mechanisms heretofore employed in these air-brake controlling devices, vent the train-line of air pressure in excess of that really necessary to effect the operation desired, and all the excess pressure thus vented, is a waste, and must be restored by the -uunp on the engine before su'fiicient or me can be obtained in the tram-line to i'cl ease the brakes and put the latter in condition for another application.

Another ditiiculty in the operation of the air-bral'ce me "nanisni in automatic il1lll-(()i!- trolling devices arises from the fact that the pressure utilized in practice for the control of the air-brakes is not uniform, for example;

A ttreight engine might operate with one hundred pounds pressure in the main reservoir and eighty pounds pressure in the trainiine, whereas in passenger service greater pressures are necessary because of higher speed, so that if a valve mechanism is employed that is adjusted for use in :ireight service that valve would have to be readj usted when the same engine is used in pa s senger service as is sometimes necessary.

One object, therefore, of my invention is to provide an improved valve device in the air-brake system that will automatically con form to the variation of pressures utilized in the main reservoir and train-line ot the system.

A further object is to provide an im-' proved device to automatically control the.

quantity of train-line pressure that is to escape to the atmosphere and allow only a predetermined amount of pressure to escape, so as to permit a reduction in the train-line only so much pressure, irrespective of what the train-line pressure may be at the time such reduction is made, so long as there is air pressure in the train-line in excess of that required to be vented to effect an application of the brakes. I

A still further object of the present invention, is to provide a storage reservoir ini|e- {Jttlltifilli.) oi the main reservoir for compressed air supplied, from the air-brake torn and to also provide an iu'lproved valve device which latter has a piston so that one side oi the piston will be subject to the pressure of air contained in the said reservoir while the other side of the said piston will be subject to the pressure and variations oi? pressure that is in the train-line o; the airbralre system, whereby when said train line pressure has been reduced a predeter i From the lower chamber ilfihthere is a passage 4st, with which pipe ill), connects so that said chamber is in connnunication with the vent-valve 19.

Chamber 85, at the under side of the picton 33, and above the port 38., in con'iniunication with pipe 29, and is theret'ore subject to the pressure and variations pressure in the train-line 13, and pipe let.

It will thus be understood that the plugvalve 37, controls connnunication between the train-line 13, and the vent-valve l9, and that as the valve 37, normally open there is a. normal communication between the train-line and the vent-valve casing 15) By again referring to i2 and 3 ol' the drawing it will be seen that a passage or g oove 45, is formed in the wall of the control-valve chamber which groove extends up at the circumfere cc of the piston 33, so as to feed or allow the pressure on the under side ct piston 33, to pass up around the piston to the upper chamber 3.

In some instances where the reservoir or storage receptacle 15, is separate and dis tinct and has no connection "for charging the same through the engineers valve, the feed groove e5, will also allow train-line pressure to llow from chamber through pipe 81 to the reservoir and charge the latter.

In any event, however, normally the reservoir 15, pipe 31, chamber 34:, chamber 35, pipe 29 and pipe 30, are all charged with air at the pressure of the air in the n-line, and it is through the unbalancing of these pressures and reducing the pressure on the under side of the piston 33, that operation oi the vent-control valve is effected.

It is important to understand that the spring 41, which forms the yielding abut-' went for the piston stern and plug-valve and which must be compressed before the plugvalvc Ell" can seat on port 3%, is adjusted to exert a pressure 0'? twenty pounds, re or less, and that this spring pressure is to determine theainount or air, in pounds, that will be permitted to escape or be vented before the venting will be cutoff. In other words, instead of wasting air pressure by venting more than is necessary to effect an application of the brakes, this vent-control valve will permit only so many pounds of air to be vented as is necessary to overcome the action of the spring ll, and

when that many pounds of air nas been reduced or vented, tnen the plug-valve 37, will and thereby prevent further and unnecessary venting and waste of airprcssure. Obviously the pressure of the spring l. is in excess or additional to the air-prssures enticed ll passages and (",ll lilh El, and while the aii prcshers ol the valve sures vary, the spring pressure ren'iains the same and may be overcome as long as there is an air-pressure in the valve in excess oi? the spring pressurev its is ron'iinon in train controlling .znechanisnis to which the present invention is applicable, the automatic operation of the de vices on the engine or vehicle ellfected through the operation of electrical circuits that are inali'itained or are interrupted through the movement oil a contact shoe which shoe-movement is caused by ramp rails along; the traclnvay. is this feature is not novel in thepresent invention, a diagrammatic illustration of the circuits and arts included in said circuits is deemed suilicient in connection with a brief descrip tion oi the same, reference being made par ticularly to Fig. l of the drawing.

The track-rail is designated l6, and is usually insulated at intervals to term trackway sections, lilainp-rails l7, re provided, also at in ervals along the trachwa and said ramp-rails are connected with or disconnected l'IOID a currentsupply 44%, through the armature 4:9, oi a relay 50. When the bl oclr or section is clear the relay 530, will he energized and one side out the battery will be electrically connected with. the rainpu'ail 4:7.

The vehicle carries a contact shoe which latter is connected with a switch which normally engages two contacts and 54. An elcctroniagnet-valve device i8, is carried on the vehicle, as also a current supply 553, and one side of the current sup ply is connected by a wire 56, with, say contact 53, while the other side of the curreiiit lil as, Oil

supply is connected to the magnetvalve by The other side oi the magnet a wire 57'. valve is connected by a wire 56, to the other shoe-switch contacthat. By means o l these connections, a; long as switch 555., is closed the electro-inagreet valve will be ener- ,LflZOll and the mainweservoii air-pressure in pipes on and l" will be maintained.

A wire conncctioi'i :79, is also provided on the vehicle to the axle 30, thcrcoi while a branch wire (ill, provided from the shoe 51. to the contact 54E.

When the shoe rides up onto a ranip-rail the switch will be opened a d the normal circuit trcin battery if, rough the niagnetnilve L l: ill, will be intrnrruptcd, but it the track is clear, relay 50, will be energized ll, hoivever, the track-relay 50, is deenergized, which it would be it the track ahead is occupieatl, then armature 49, will be down an d the connection to the ramp-rail 4?, from current supply e28, will be broken so that the shoe 51, cannot pick up current from the ramp.

in this latter event the ramp-rail would operate the shoe and interrupt the normal vehicle ci' suit thereby deenergizing the valve-magnet 18, and causing an automatic operation to apply the brakes.

This operation is effected as follows:

lVhen magnet-valve 18, is deener'gizod the valve on the interior thereof will move so as to cut oh the main reservoir pipe connection and open a vent from the interior oi the magnet-valve to the atmosphere. The opening of this vent exhausts the pressure in the vent valve 19; pipe 24; the pipe 23, and an interior chamber in the trin-line blanking valve 17.

The operation .in the blanking valve is to cut oil connection between the train-line and the engineers valve 8, so the engineer cannot interfere with the automatic operation oi? the brakes, but the train-line pressure to the vent-control valve 21, is not affected by any operation in the blanking valve 17.

in the vent valve 19, there a piston 63, whiclrnormally held down by main reservoir pressure so as to cover ports 64-. to the atmosphere. The underside of this ventvalve piston is subject to train-line pressure from pipe 30, and as the main reservoir pressure is always in excess of the train-line pressure, the greater pressure on the upper side or the vent valve piston 63, will hold that piston down against the lesser trainline ressure in pipe 80. l Vhe-n, however,

that greater reservoir pressure on the upper.

side oi? the vent-valve piston 63, is vented though the magnet-valve 18, then the trainline pressure on the under side of? the piston 63, will niove'the'latter up and uncover the ports (3-5- so the train-line pressure can and will vent .3 the atmosphere.

it is right at this moment in the operation oi the apparatus that the vent-control valve 21, begins its automaticoperation which is the leading feature of the present invention. Unless some means be provided at this moment in the venting operation the train line will be entirely depleted of its air and release oi? the brakes cannot be effected and the vehicle allowed to proceed until the airbralze system is recharged. It is to avoid this waste of air-pressure and the consequent loss of time that my improved ventcontrol valve provided.

By again referring to-Figs. 2 and 3 of the drawing: it will be noted that when the vent valve 19 is opened to begin venting trainline pressure from pipe 30, that a reduction Ire in pipe 30, chamber 39 mes es and piston-chamber 3-5, oi? the vent-coin trol valve 21, Will immediately follow, because the vent-control valve is interposed between the train-line and the said ventvalve 19.

lnnnediately upon a reductimi. ol pressure in chamber 35, of the vent-control valve, the piston 33, will move down; until. the lower end oi its plug-valve stem 37, contacts with the yielding s iiring-guide 22.

This preliminary moversut of the piston 33, causes the iced. groove 45, to be immediately cut-oil so that the pressure in chamber on the upper side oi the piston, which pressure is that stored in the reservoir 15, i

will be in excess of the pr ssure' on the under side oi he piston 133. The piston 33.

will. then subject to a combined air aliul spring pr ssure onthe under side, and an air-pressure only, on the upper side so that when the air-pressure on theunder side of the piston is reduced until the pressi ire above is twenty pounds or slightly more than the combined air and spru pressure on the lower side. then the spring; "will yield under the greater upper pressure and allow the plug-valve to seat over the port 353, and thereby cut-oil the how oil? air from the pipe 29, and train-line through the chamber Vi-llt-Villi'fi will mow. down and close tl'o vent ports (i l; the piston in the hlanl:i'upvalve 17, will also be H and to nor Ml by the main reservoir iu'mieure and again establish conin:unication lwt'wcen the trainline and enp ineczds valve.

As the train-line pi'rssure is thei'i built up, that pressure in" pipe 29, and chamber 35,

ot the vent-control valve will cause piston 33, to move upwz irdly until the feed groove is uncovered and, iii the storage tank l5, is

a separate tank, the air will pass by the groove 45, and recharge the store tank.

It Wlll thus be seen that the pressure of the spring l-l, is so utilized that it will. limit the quantity of air that is vented from the train-line and when sufiicient air to operate he brakes has been vented the spring will yield and. allow the plug'walve S7. to cut of? and prevent "further venting. I

llavinp; described. my invention, I claim,- 1. In an automatic train 1ontrolling3 mechanism for vehicles the con'ibination with a vehicle having an air-brake system including a train-line, a vent device to reduce the pressure in said train-line to offeet an application of the brakes, an airstorage reservoir charged from train-line pressure, and a vent-control devicehaving a piston with a connection from one side of the piston to the said storage reservoir, a connection from the other side oi' the piston to the train-line and a third connection to the said vent device and valve-means actir ated by the piston to control. commui'iicat ion between the said vent device and that side of the piston Which communicates With the trainline.

,2. In an automatic train controlling mechanism for vehicles, the combination With vehicle having an air-brake system including; a train-line, a vent device to reduce the pre in said train-line to effect an application of the brakes, an air-storage reservoir charged tron) trail'i-line pressure, and a vent-control device havinga Cttfill'lgf With a chamber and a piston therein and With a valved-outlet at one side of the piston which valved outlet is controlled by the piston, a connection from one side of the piston to the said storage reservoir, a connection betvveenthe said valved-outlet and the other side of the piston with the trainline and a third connection from the escape side of the valved-outlet to the said vent device.

3. In an automatic train controlling mechanism for vehicles the combination with a vehicle having an air-brake system including a train-line, a vent device to rcduce the pressure in said trT-"n-line to etfeet an application of the brakes, an airstorage reservoir charged from train-line pressure, and a vent-control device having a casing with a pistoirchainber and a springchan'iber with a valve between said chainbers, a piston in the iiston-chamher, a connection from the upper side of the piston to the said reservoir, a connection from the under side of the piston to the train-line, a connection from the spring-chaiuher to the said vent device, a stem moved by the piston to actuate the valve DBtWGOl'i the piston and springchambers. and a spring in said spring-chamber to press the valve away from its seat.

4. In an automatic train-controlling de vice for vehicles the combination. with a vehicie having; an air-bralie system including a train-line and a vent means to reduce the pressure in the train-line to ofifect an automatic application of the brakes; an airstorage reservoir charged With pressure from the train-line; a vent control. device independent oi the vent means and having; a valve that is interposed between; the trainline and the said vent means, and a piston device to move saidv valve said piston device having one side exposed to the train-line pressure during the venting operation and the other side thereof subject to a greater pressure in the said storage reservoir during the venting operation.

In testimony whereof I aflix my signature.

CHARLES H. QUARLES. 

